Automatic feed and vacuum controlling device



May 24, 1938. A. o. TADEWALD AUTOMATIC FEED AND VACUUM CONTROLLING DEVICE Filed Sept. 20, 1937 2 Sheets-Sheet 1 #LEERT O Ems/4444a May 24, 1938. Q TADEWAL'D y 2,118,745

AUTOMATIC FEED AND VACUUM CONTROLLING DEVICE Filed Sept. 20,.19s7 2 Sheets-Sheet 2 Patented ay 24, 1938 PA E AUTOMATIC FEED AND VACUUM NTROL- LING pEvroE Albert 0. Tadewald, La i a Application September 20, 1937, Serial No. 16%,828

4 Claims. (Cl. 123- 103) This invention relates to a feed and vacuum controlling device of that type having as an element thereof, a diaphragm, and aims to provide in a manner as hereinafter set forth, a device operated by and dependent upon the intake manifold vacuum, which .will produce any desired stabilization of the vacuum in the intake manifold for the purpose of automatically controlling by vacuum acceleration and deceleration the speed of internal combustion engines used in connection with automotive vehicles; also to eliminate the stalling of the windshield wiper due to drop in vacuum of intake manifold; to prevent a too rapid advance or retard on vacuum controlled distribution depending upon its design; and for improving the operation of all vacuum controlled or operated accessories attached to the intake manifold vacuum of an internal combustion engine.

The speed of the engine of an automotive vehicle is regulated by the butterfly valve in the carbureter. When the engine of the vehicle is running normally, there is a vacuum created in the intake manifold which sucks air in the carbureter and causes the gasoline to vaporize. If one presses his foot on the accelerator, it moves the butterfly valve in the carbureter so as to increase or decrease the speed of the engine. When the engine is running at a fairly normal speed, the air adjustment of the carbureter works perfectly. However, when the engine is operating at a fairly slow speed and one presses down on the foot throttle, it causes the butterfly valve to open abruptly. By reason of the slow speed of the engine, the vacuum in the intake manifold is so reduced that the windshield wiper stalls, the spark on vacuum controlled distributor advances or retards beyond its proper angle and the gasoline coming into the carbureter is improperly mixed which results in the stalling and sputtering of the engine, which is very objectionable. It is the aim of this invention to provide, in a manner as hereinafter set forth, a device for installation in relation to the carbureter, intake manifold and gasoline pump of the engine of an automotive vehicle for overcoming the objection aforesaid as well as providing a practical vacuum controlled manifold for acceleration and deceleration relative to the speed of the engine.

A further object of the invention is the elimination of dangerous gases due to proper combustion.

Further objects of the invention are to provide,

, in a manner as hereinafter set forth, a device for the purposes referred to which is simple in its construction and arrangement, strong, durable,

compact, thoroughly efficient in its use, readily set up, conveniently installed with respect to an internal combustion engine, and comparatively inexpensive to manufacture. I

With the foregoingand other objects in view, the invention consists of the novel construction, combination and arrangement of parts as will be more specifically referred to and are as illustrated in the accompanying drawings wherein is shown an embodiment of the invention, but it is to be understood that changes (such as attaching directly to original throttle of carbureter); variations and modifications may be resorted to which fall within the scope of the invention as claimed.

In the drawings:

Figure 1 is a top plan view of the device installed. with respect to the intake manifold of the engine,

Figure 2 is a fragmentary view, broken away, and partly in vertical section of the device installed with respect to-the intake manifold and carbureter of the engine and with the butterfly or controlling valve of the carbureter illustrated in dotted lines in idle position,

Figure 3 is a fragmentary. view in vertical section of a. modified form,

Figure 4 is a view similar to Figure 2 of still another modified form in idle position,

Figure 5 is a section on line 5-5, Figure 4,

Figure 6 is a section on line 66, Figure 5,

Figure '7 is a fragmentary view in top plan of the modified form shown in Figure 4,

Figure 8 is a view similar to Figure 4 of still another modified form in idle position,

Figure 9 is a fragmentary view in side elevation of the modified form shown in Figure 8 and Figure 10 is a fragmentary view in longitudinal section illustrating details of the form shown in Figure 1.

With reference to Figures 1 and 2 the intake manifold of an internal combustion engine is dicated at X is disposed nearly horizontally as clearly shown in Figure 2. The upper end of the manifold l aligns with the lower end of the carbureter 2. The aligned ends" of the manifold l ind carbureter 2 are flanged at i, M respectively. The flange it is formed with a pair of diametrically disposed, laterally extended apertured ears 5,

Mil

6. The flange 4- is formed with a pair of diametrically disposed laterally extending ears 1, 8. The ear I is apertured. Interposed between the aligned ends of the manifold l and the carbureter 2 is a sealing gasket 9 which is also arranged between the ears and flanges aforesaid. The ears 5, 1 are connected together by the holdfast means III. The ear 8 is formed with a vertically disposed opening carbureter 2 at its lower end is formed with a radially disposed channel |2 which extends from the interior thereof to the opening I Mounted on the ear 8 and registering with the wall of opening II is a sealing gasket l3. Positioned on the gasket 3 is a vertically disposed sleeve |4 formed intermediate its ends with a laterally extended tubular extension. l5 provided with internal and external threads. Positioned on the top of the sleeve l4 and registering with the inner face of the latter is a sealing gasket H3. The inner 'face of the gasket l3, sleeve l4 and gasket I6 form flush continuations of the wall of the opening Ebrtending through gasket l6, sleeve |4, gasket I3 and opening II and threadedly engaging in the ear 6 is a headed clamping bolt |1 functioning to bind the gasket l6, sleeve I 4, gasket l3 and ears 8 6 together. The head of the bolt |1 seats upon gasket I6 The diameter of the bolt I1 is materially less than the inner diameter of the sleeve M. The channel l2, openinggasket I3 and sleeve |4 provide a suction conduit. Adjustably engaging with the inner face of extension I5, is a flanged tubular nip ple l8 of greater length than extension |5. The channel I2 constitutes an outlet for the suction conduit. The nipple |8 constitutes an intake for the vacuum conduit and also functions as a calibrating means for a vacuum controlling spring to be referred to.

The valve 3 is fixed to its shaft l9 and is disposed diametrically of the carbureter 2. One side of the latter is formed with a bearing 20 through which extends shaft |9. The latter is also journaled in the body of the carbureter 2. Fixed to the shaft l9 and abutting the outer end of the bearing 20 is the tubular body part or hub 2| of a bell crank lever 22. The latter includes a horizontally disposed arm 23 and a vertically disposed arm 24 arranged at right angles to the inner end of the arm 23. The inner end of the arm 23 and the upper end of the arm 24 do not align, but are formed integral with-the hub 2|. The arm 23 is disposed at right angles to arm 24. The arm 24 depends from the hub 2|. The outer end of arm 23 is forked as at 25. The lower end of arm 24 is forked as at 26.

Pivotally connected to the forked end 25 of arm 23 is a vertically disposed actuator 21 of I rod-like form pivotally connected to and for actuating a bell crank lever 28 employed for operating a fuel feed pump 29 of any suitable construction and which may be of the form as disclosed in Letters Patent 1,166,230 to Lemp, De cember 28, 1915. The bell crank 28 includes a horizontal arm 29 and a vertical arm 29 which normally depends from the pivot 29 of the bell crank 28. The actuator 21 is pivotally connected to the outer end of arm 28. The lower end of the arm 29 is connected with the pump structure 29 as at 29 The device includes a diaphragm housing indicated at 30 and which is formed of a pair of oppositely disposed sections 3|, 32. The section 3| axially thereof is formed with an opening 3 and with a laterally disposed tubular internally threaded extension 33 which encompasses and threadedly engages with the extension |5 on the sleeve M. The housing sections 3|, 32 are flanged as at 34 and with such flanges disposed in alignment. Arranged between the flanges 34 of the housing sections 3|, 32 and within the housing 30 is a diaphragm 35 which divides housing 38 into a pair of compartments indicated at 36,36 The opening 3| forms an outlet for compartment 36. The flanges 34 and the diaphragm 35 are connected together by the holdfast means 31. The section 32 of housing 30 axially thereof is formed with an opening 38. Positioned against the central portions of the faces of the diaphragm 35 are oppositely disposed washers 39, 40 having their perimeters curved. Arranged against washer 39 and of less diameter than the diameter of the latter is a cup-shaped member 4| Positioned against the washer 40 and extending outwardly through the opening 38 from compartment 36 is a coupling bar 42 rabbeted at its outer end as at 43. The diaphragm 36, washers 39, 40, member 4| and coupling bar 42 are clamped together by a headed screw 44 which extends axially through member 4|, washer 39, diaphragm 36, washer 40 and has threaded engagement with the inner end of the bar 42. The head of the screw 44 is arranged within and seats against the member 4|. Bearing against the nipple I8, extending into and bearing against member 4|, as well as surrounding the head of the screw 44 is a calibrated vacuum controlling spring 45 normally acting to maintain the diaphragm 35 in the position shown in dotted lines Figure 2 which would be equal to 2 to 3 inches of vacuum. The adjustability of the nipple l8 provides for calibrating the spring 45.

Fixed to the section 32 of the housing 30 is a horizontally disposed outwardly directed support 46 to which is pivotally connected, as at 41 one end of a lever arm 48 which extends across and is pivotal at 49 upon the rabbeted outer end of bar 42. The other end of lever 48 is pivoted as at 50 to a combined pull and push rod 5| for the shaft l9. The rod 5| has its other end pivotally connected, as at 52 to the forked end 26 of the arm 24 of bell crank lever 22. The rod 5| has fixed thereon, intermediate its ends, a stop collar 53. Slidably keyed upon the rod 5| is a shiftable sleeve 55. The movement of the sleeve 55 in one direction is limited by the collar 53 and the latter also provides an abutment engaged by the sleeve when the latter is shifted for the purpose to impart a pulling action to. rod 5|. Connected at one end, as at 56 to the sleeve 55 is a foot controlled accelerating rod 51.

When the rod 51 has moved in the direction of the arrow 51 to cause sleeve 55 to leave collar 53, the rod 5| will be moved in a like direction carrying lever arm 24 therewith and rocking shaft l9 to open valve 3. When pressure is relieved upon rod 51 it will move in an opposite direction to abut collar 53. As is well known, foot operated accelerating rods are spring controlled and in view of which when such rod is relieved or pressure it will automatically return to its normal position. When shaft I9 is rocked by rod 5|, lever 22 will be moved in a direction to provide for the lowering of the actuator 21 whereby bell crank 28 will provide for the operaspring 45 and to provide; a pushing action for rod 5| whichtends to onengthe valve 3 and this action is continued until'the vacuum drops below calibrated spring.

When the driver steps with great force on the foot operated accelerator of which the rod 5'! forms a part, sleeve 55 leaves collar 53 and gives rod 5| free action to open valve 3 to an angle that is determined by the vacuum in the intake manifold. When the motor is at high speed the vacuum is high and therefore opens valve 3 compietely providing rod 5'! has moved sleeve 55 back far enough to allow collar 53, which is on rod 5|, to open valve 3. The only time sleeve 55' abuts the collar 53 is when the motor is idling, at slow speeds or when the vacuum in the intake manifold is above 2 or 3 inches of vacuum.

X-indicates position of diaphragm in idle position with valve 3.

Y-indicates valve position when diaphragm is in position as indicated in Figure 2.

By this action one has a combined vacuum and spark timing control which at low speeds and heavy loads on an engine would -maintain' a'certain minimum manifold vacuum of the order of two or three inches of mercury and at the same time permit the vacuum spark control to be set ahead of what it would be at wide open throttle V and no manifold vacuum; also under these conditions to use a leaner fuel air ratio and prevent the stalling and sputtering of the engine.

With reference to the modified form shown in Figure 3, a sleeve indicated at 58 is for the same purpose as the sleeve 19. Sleeve 58 is not formed with an integral lateral tubular extension in the manner as sleeve id, but in lieu thereof sleeve 58 intermediate its ends is formed with a threaded opening 59 with which an extension 69 which is to be an integral part of the section 3| of housing 39. The extension 69 is to be substituted for the extension 33 and is formed of two different inner diameters, the junction of which provides the shoulder 8|. The portion of reduced inner diameter of the extension 68 is threaded and has engaging therewith a tubular nipple 52 which is for the same purpose as the nipple l8. The flanged end 83 of the nipple 82 is for abutting shoulder '8|. The construction shown in Figure 3 illustrates parts which maybe substituted for the sleeve i8, extension l5, extension 33 and nipple l8.

With reference to Figures 4, 5, 6 and 7, the carbureter with which a device in accordance with this invention may be employed is indicated at M and formed with a pair of diametrically disposed openings 85, 86 and laterally extending collars 81, 88 which have their inner faces register with the inner faces of the walls of openings 85, 88. Journaled in openings 85, 89 and collars '61, 88 is a tubular shaft 99 which extends outwardly from the collar 81. Fixed on that end of shaft 59 which projects from the collar 91 is a collar ill having an outwardly directed arm ll of arcuate cross section. Extending through and projecting fromeach end of the shaft 99 is a shaft 92 carrying a retaining means 13 at one end which abuts the collar 68. The shaft 12 has fixed thereon a sleeve 19 formed at its inner end-with a rabbet 15 of arcuate contour. The outer diame ter of sleeve l9 corresponds to the outer diameter of collar 18. The shaft 12 has secured therewith a retaining means it which abuts the sleeve Hi. Thelength of the rabbet i5 is greater than the cross sectional length of the arm H whereby shaft '89 can be shifted, independently of the shaft 12 in a manner to be referred to. Fixed to the shaft 69 is the controlling valve for the carbureter 64 the valve being of the butterfly type and also acting to control the vacuum. When in inactive position or idle, the valve TI is vertically disposed and when in active position The car 89 is apermeans 85. The ear 8| is formed with a vertical opening 88. The lower endof the carbureter 54 v is provided with a channel 81 which extends from the interior of the carbureter to the opening 89.

- Interposed between the aligned ends of the carsitioned on the sleeve is a sealing gasket 92.

Extending through the gasket 92, sleeve 9|l, gasket 89 and opening 86 is a bolt 93 formed at its lower end with a threaded portion 94 which threaded portion engages in a screw threaded socket formed in the ear 84. The bolt 3 has a threaded upper portion 95 which is enga ed by a clamping nut 98 of the cap type. The bolt 93 and nut 98 function to clamp gasket 92 and sleeve 99, gasket 9| and ears 8|, 84 together. The opening 88, channel 81, gasket 89 and sleeve 99 form a suction conduit communicating with an opening. 9'! formed in the body of the sleeve 99. The extension 9| forms a continuation of the opening 87.,

The device includes a diaphragm housing 98 formed of. a pair of oppositely disposed laterally flanged sections 99, I09. Anchored between the flanges of the sections 99, I98 and extending across the housing is a diaphragm Hill which divides the housing into a pair of compartments I82, M3. The section 99 of housing 98 is provided axially thereof with an opening m9 and said section 9| on its inner face is provided with a boss )5 bordering the opening H94. Formed integral with the outer face of section 99 and registering with opening HM is a tubularextension |98 having its inner face upon two different for connecting extension E08 with the sleeve 99.

Threadedly engaging with the portion of smallest inner diameter of the extension 96 is a peripherally threaded flanged tubular nipple ill having its flange normally abutting the shoulder |99.

The nipple functions for the same purpose as the nipples l8 and 93.

Arranged against the opposite faces of the diaphragm lfll at the central portion of such faces "are oppositely disposed washers H2, H3 having their perimeters curved. The section m8 of the has a lateral extending crank arm I25 which at end of the latter.

housing 98 has an axial opening H4 through which extends a coupling bar H5 of the same form as the bar 42 and functioning for the same purpose as bar 42. Positioned against the washer H2 is a washer H6 of materially reduced size with respect to that of washer H2. Extended through the diaphragm I M axially thereof as well as through the washers H2, H3, H6 and anchored in the inner end to the coupling bar -I I5 is a headed screw H1 for clamping the washer H6, washer II 2, diaphragm Il, washer H3 and bar H5 together. Arranged in the extension I06 and abutting against the flanged end of the nipple III and also abutting against washer H6 is a calibrated spring I I8 for controlling the vacuum. The idle position of the device is as shown in Figure 4 with the spring I I8 expanded and shifting the diaphragm IOI in" one direction to provide for washer H3 closing the inner end ofopening H4.

The sleeve 14 is provided with a crank arm H9 having a forked outer end I20. The arm H0 extends upwardly from the collar 10 and is normally disposed at an outward inclination from its lower to its upper end. Collar 10 has formed therewith a depending crank arm I2I having its lower end forked as at I22. The arm I2I inclines in an opposite direction from its upper end than the inclination of the arm H9 from the lower The upper end'of the arm H9 is pivotally connected as at I23 tothe rod I24-of an accelerator mechanism. The sleeve 14 its outer end is pivotally connected as at I25 to an actuator I21 for the fuel pump.

Extending rearwardly from the section I00 of housing 98 is a support I28 to which is pivotally connected as at I29 one end of ,a lever member I30. The latter is mounted intermediate its ends upon the rabbeted outer end I3I of the coupling bar H5. The pivot for the member I30 is indicated at I32 and is fixed to and extends above the lower wall of the rabbet on theouter end of the bar H5. The other end of the lever member I30 is pivotally connected as at I33 to the rear end of a rod or bar I34 for the shaft 69. The other end of the rod or bar I34 is pivotally connected as at I35 to the lower end of the crank arm I2I.

The spring H8 functions for the same purpose as the spring 45.

Operation of'the form shown by Figure 4:

The diaphragm is in its idle position (motor not running). When the motor is started the vacuum of the intake manifold is present on diaphragm II, but produces no results because rod I24 which is connected to foot feed and crank arm H9 holds back arm I2I by its rabbet and thereby prevents lever I30 and I34 from opening throttle 11. When the foot feed pushes rod I24 in the direction of arrow I2 the crank arm H9 follows in the same direction which has a tendency to leave the rabbet on arm I2I but the vacuum action on diaphragm IOI pulls lever I30 which in turn pulls I34 in the direction of arrow I34 'and that operates arm I2I which is connected to throttle 11. Now when the driver steps on the accelerator with force, arm I24 and crank arm H9 opens completely and arm I2I follows until the vacuum or the diaphragm IOI reaches 3 inches ofvacuum and that determines the angle of throttle 11 as the motor gains speed the throttle will open in proportion to its torque.

By this action one has a combined vacuum and spark timing control which at low speeds and heavy loads on an engine will maintain a certain minimum manifold vacuum of the order of two or three inches 'of mercury and at the same time, permit the vacuum spark control to be set ahead of what it would be at wide open throttle and no manifold vacuum. Also, under these conditions, to use a leaner fuel/ air ratio and prevent the stalling and sputtering of the engine and receive greater mileage on fuel.

With reference to Figures 8 and 9, a 'down draft carburetor is indicated at I36, its butterfly valve at I31 and the operating means for the latter at I38. The intake manifold of the engine is indicated at I39 and which endwise aligns with carburetor I36. The opposite ends of carburetor I36 and manifold I39 are flanged as at I40, I4I respectively, and interposed between'such ends is a plate I42 formed with an opening I43 having its wall aligning with the inner faces of said flanged ends. The edges of the flanges I40, MI and plate I42 are flush. The plate I42 is formed with achannel I44 which leads from the opening I43 and terminates in a threaded socket I45 opening at the edge thereof. The plate I42 is formed with an opening I46 which intersects the channel I44. The flanges I40, MI and plate I42 are anchored together by the holdfast means I41. One of the means I41 extends through the opening I46. Arranged in the opening I43 of the plate I42 is a butterfly valve I48 carried by a shaft I49 journaled in and extended from plate I42. Connected to shaft I49 exteriorly of plate I "is a crank arm I50. A diaphragmstructure of the same form as that shown in Figure 4 is indicated at I5I and which has its tubular extension I52 extend into and is anchored to the wall of the socket. Extending from, connected to and shifted by the diaphragm of structure I5I is a movable part I53 which corresponds to part H5 of Figure 4, but it is not rabbeted. The

- part I53 includes a horizontal leg I54 and a vertical leg I 55. The leg I54 slidably extends into the housing and is fixed to'the diaphragm of.

structure I5I. The leg I55 is pivotally connected at its upper end, as at I56 to a rod I51 which is common to crank arm I50 and leg I55. The rod I51 is pivotally connected to crank arm I50 as at I58.

When the motor is started the vacuum from the intake manifold pulls the diaphragm of the diaphragm structure in a direction to closethe inner end of the tubular extension. As the diaphragm moves towards the tubular extension the part I53 is carried therewith whereby the rod I51 moves in a direction towards the carburetor and which in turn will open the butterfly valve I48 and permits the carburetor being free to operate as normal. When the driver steps on the foot operated accelerating mechanism with a great deal of force, the butterfly valve which is above the valve I48 opens completely and the intake manifold vacuum drops rapidly, but cannot go below the vacuum at which the calibrated spring within the diaphragm structure is set. It will be assumed that the calibrated spring has been set to close the valve I48 to six inches of vacuum. Now when the driver steps on the foot accelerating mechanism with force, the rod I51 partly closes the valve I48 and keeps the intake manifold at six inches of vacuum.

What I claim is: p

1. In an automatic feed and vacuum controlling device for internal combustion engines, a structure providing a fuel conducting passage leading from a carbureter to the intake manifold of the engine, a rotatable unit iournaled in said structure and including a vacuum controlling valve arranged in said passage, said structure including a vacuum conduit opening at one end into said passage between said valve and said intake manifold, a housing including a tubular extension connected to said structure and opening into the other end of said conduit, a spring controlled vacuum operated diaphragm arranged in said housing, the controlling spring for said diaphragm being arranged within, and projecting from said extension into said housing against the diaphragm, said structure including an adjustabie intake nipple for said conduit bearing against and providing for calibrating said spring, and an oppositely movable shiftable means for rotating said unit in opposite directions operated from and connected to said diaphragm, extended outwardly from said housing and connected to said unit.

2. In an automatic feed and vacuum controlling device for internal combustion engines, a structure providing a fuel conducting passage leading from a carbureter to the intake manifold of the engine, a rotatable unit journaled in said structure and including a vacuum controlling valve arranged in said passage, said structure in cluding,a vacuum conduit opening at one end into said passage between said valve and said intake manifold, a housing including a tubular extension connected to said structure and opening into the other end of said conduit, a spring controlled vacuum operated diaphragm arranged in said housing, the controlling spring for said diaphragm being arranged within and projecting from said extension into said housing against the diaphragm, said structure includingan adjustable intake nipple for said conduit bearing against and providing for'calibratlng said spring, an oppositely movable shlftable means for rotating said unit in opposite directions operated from and connected to said diaphragm, extended outwardly from said housing and connected to said unit, the said shiftable means being provided with an abutment, and means slidably mounted on said shiftable means and coacting with said abutment for bodily moving said shiftable means in one direction to rotate said unit independent of said diaphragm. a r

3. In an automatic-feed and vacuum control ling device for internal combustion engines, a structure providing a fuel conducting passage 'leading from a carbureter to the intake manifold of the engine, a rotatable feed and vacuumcontrol unit journaled'in said structure including a vacuum controlling valve arranged in said passage, a fuel feed control exteriorly of said name i for a fuel accelerating pump and a pair of crank arms exteriorly of said bodily mov- I sion connected to saidstructure and opening into said conduit at the intake end thereof, a spring controlled vacuum, shifted diaphragm arranged within 'the housing adjacent said extension, the controlling spring for the diaphragm being arranged within and projecting from said extension into the housingagainst the. diaphragm, said means including an adjustable intake nipple forv said conduit bearing against and providing for calibratingsaid spring, and a shifting means for bodily rotating said 'unit and shifted in opposite directions from and connected to said diaphragm,

extended outwardly from said housing and connected to that arm constituting a rotor for said unit. I Y

4. In an automatic feed andvacuum controlling device for internal combustion engines, a 4

structure providing a fuel conducting passage leading from a carbureter to the intake manifold of the engine, a rotatable feed and vacuum control unit journaled in said structure including a vacuum controlling valve arranged in said passage. a fuel feed control exteriorly of said passage for a fuel accelerating pump and a pair of spaced crank arms exteriorly of said passage bodily moving in unison and. one constituting arotator for the unit and the other at actuatorifor the actuating means, said structure including means pro vlding a vacuum conduit opening at its'outlet end into said passage between said valve and said manifold, a housing including a tubular extension connected to said structure and opening into said conduit at the intake end thereof, a spring controlled vacuum shifted diaphragm arranged within the housing adjacent said extension, thecontrolling spring for the diaphragm being arranged within and projecting from said extension into the housing against the diaphragm, said means including an adjustable intake nipple for said conduit bearing against and providing for calibrating said spring, and a. shifting means for bodily rotating said unit and shifted in opposite directions from and connected to said diaphragm, extended outwardly from said housing and connected to that arm constituting a rotor for said unit, the said shiftable means being provided with an abutmenaand means slidably mounted on said shiftable means and coacting with said abutment for bodlly'moving said shiftable means in one direction to rotate said'unit independent of said 

